R fe243 f M 8-23 s THE SIOUX CITY BRIDGE. \ \ FRANKLIN INSTITUTE LIBRARY PHILADELPHIA Class...0.&243 Book.^..M .8.25 5 Accession...8.8'•• REFERENCE comprising such works ns, from their rarity or value, should not be lent out, all unbound periodicals, and such text books ns ought to be found in a library of reference except when required by Committees of the Institute, or by members or holders of second class stock, who linve obtained the sanction of the Committee. The second class shall include those books intended for circulation. Article VI.—The Secretary shall have authority to loan to Members and to holders of second class stock, any work belonging to the second class, subject to the following regulations: Section I .—No individual shall be permitted to have more than two !'looks out at one time, without a written permission, signed by at least two members of the Library Committe; .nor shall a book be kept out more than two weeks ; but if no one has applied for it, the former bor¬ rower may renew the loan. Should any person have applied for it, the latter shall have the preference. Section 2 .—A fixe of tex cents per week shall be exacted for the detention of a book beyond the limited time ; and if a book be not re¬ turned within three months it shall be deemed lost, and the borrower shall, in addition to his lines, forfeit its value. Section 8 .—Should any book be returned injured, the borrower shall pay for the injury, or replace the book, as the Library Committee may direct; nnd if one or more books, belonging to a set or sets, be lost, the borrower shall replace them or make full restitution. Article VII.—Any person removing from the Hall, without permis¬ sion from the proper authorities, any book, newspaper or other property in charge of the Library Committee, shall be reported to the Committee, who may inflict any line not exceeding twenty-five dollars. Article VIII.—No member or holder of second class stock, whose annual contribution for the current year shall be unpaid or who is in arrears for fines, shall be entitled to the privileges of the Library or Reading Room. Article IX.—If any member or holder of second class stock, shall refuse or neglect to comply with the foregoing rules, it shall b'e the duty of the Secretary to report him to the Committee on the Library. Article X. —Any Member or holder of second class stock, detected in mutilating the newspapers, pamphlets or books belonging to the Insti¬ tute shall lie deprived of his right of membership, and the name of the offender shall be made public. I lr^ PRESENTED BY __&B._ i' THE SIOUX CITY BRIDGE. A REPORT To MARVIN HUGHITT, President of the Sioux City Bridge Company, BY George S. Morison, Chief Engineer. SUBJECTS. APPENDICES. PLATES I. Preliminary Narrative,.3 II. General Description.. III. Substructure,."4 IV. Superstructure, . 6 V. Approaches,. 7 A. List of Engineers, Employees, and Contractors, . . 8 B. Act of Congress Authorizing Construction, and Contract with War Department,. 9 C. Specifications for Masonry.10 D. Record of Sinking Caissons,.11 E. Specifications for Superstructure,.15 F. Tests of Full-Sized Eye-Bars,.17 1. General Map (Small Scale). 9 2. General Map (Large Scale). 10 3. General Elevation, Plan, Profile and Alignment. I. 11 III. IV. V. 4. Profile showing Stratification on Bridge Line. 12 5- Pier I and East Abutment. 6. Piers II and III. ^ 7. Piers IV and V. 8. Progress in Sinking Caissons. 17 Record of Water Stage. Through Span; General Elevation and Plan. Through Span ; Panel Point 0 . Through Span; Panel Points 1 and 2 . Through Span; Panel Points 3 and 4 . Through Span; Panel Points 5 and 6. Through Span; Panel Point 7 and Cross Section. Strain Sheet. Details of 61' 6" Plate Girder. 18 91 Marvin Hughitt, Esq., President Sioux City Bridge Co., Chicago, May i, 1890. Dear Sir:— I submit the following final report in relation to the construction of the bridge across the Missouri River at Sioux City. Yours truly, GEORGE S. MORISON, Chief Engineer. THE SIOUX CITY BRIDGE. 3 THE SIOUX CITY BRIDGE. I. PRELIMINARY NARRATIVE. The charter authorizing the construction of a bridge across the Missouri River at Sioux City was granted by an Act of Congress approved August 15, 1876. This charter is given in Appendix B. No active steps were taken with reference to the construction of this bridge till January, 1885, when I was requested by the officials of the Sioux City Bridge Co. to examine the location and make a report with reference to the building of this bridge. Dur¬ ing the winter of 1884-1885 borings and surveys were made. The results of these surveys were embodied in the reports made to Mr. Francis B. Parker, who was then President of the Sioux City Bridge Co. In this report I recommended the construction of a bridge at the foot of Kansas Street, this being west of the busi¬ ness portion of Sioux City, the railroad approach to the bridge to be by a viaduct built in Third Street. I also considered the alternative plan of a bridge below the city at Sawyer’s Bluff. Nothing further was done with reference to the construction of this bridge till the early part of 1887, when I was again requested to visit Sioux City with reference to the actual construction of the bridge. On the second of March I met some gentlemen interested in the Sioux City Bridge Co. at Sioux City and learned from them that the difficulties of getting the right of way for the approach to the bridge at the foot of Kansas Street were so great that they considered it necessary to adopt the lower location, below the city at Sawyer’s Bluff. On the following day I definitely fixed the loca¬ tion on which the bridge has since been built. On April 14, 1887, I submitted the plans of the proposed bridge to the Secretary of War for approval with the various documents required by the rules of the Department. On May 9, 1887, the limits of the city of Sioux City were extended and the east end of the bridge was included within the city limits. Proceedings were begun with reference to having a tax voted by the city in aid of the construction of the bridge. On May 11, 1887, the parties who controlled the Sioux City Bridge Co. entered into an agreement to transfer their interests co the Chicago and Northwestern and the Chicago, St. Paul, Minne¬ apolis and Omaha Railway Companies. This agreement was carried out on'the 6th of June by a reorganization of the Company by the election of a new Board of Directors and officers. At the same time I received instructions from you as President of the Company to proceed at once with the construction of the bridge. On the 6th of June, 1887, a letter was sent to me by the Hon. William C. Endicott, Secretary of War, enclosing an instrument in duplicate indicating his approval of the plans which I submitted to him on the 14th of April. This instrument, a copy of which is given in Appendix B, was duly executed on behalf of the Sioux City Bridge Co. on the 10th of June, and on behalf of the Secretary of War on the 14th of June. On May 1, 1887, a professional partnership for the period of two years was formed between myself and Mr. E. L. Corthell under the firm name of Morison & Corthell. During the existence of this partnership the work at Sioux City was handled by the firm under the title of Morison & Corthell, Chief Engineers of the Sioux City Bridge. Mr. Emil Gerber was appointed Resident Engineer, and on June 15 he went to Sioux City and took charge of the work. On August 22, 1887, a contract was closed with T. Saulpaugh & Co. for the construction of the Masonry. On August 9, 1887, a contract was executed with the Union Bridge Co. for the manufacture of the Superstructure. On January 31, 1888, a contract was executed with the firm of Baird Bros, for the erection of the Superstructure. From the middle of November, 1887, till the end of the following April, I was absent from the country and the supervision of the work devolved upon Mr. E. L. Corthell. The work was prosecuted without interruption and the erec¬ tion of the last span was completed on the 20th day of November, 1888. The first train crossed the bridge on November 26, 1888. On the 5th of December, the bridge was formally tested and the occa¬ sion celebrated by a banquet at the Hotel Booge. The entire charge of the bridge was turned over to the Operat¬ ing Department of the Chicago, St. Paul, Minneapolis and Omaha Railway on August 8, 1889. II. GENERAL DESCRIPTION. The Sioux City Bridge is a single track railroad bridge. As originally designed it consisted of three spans of 400 feet each, resting on masonry piers with a plate girder span extending from the east pier to the bluff, and with a short deck span con¬ necting the west pier with the west approach. The piers were num¬ bered from east to west. Pier I was located about 270 feet from the shore, back of the track of the Sioux City and Pacific R. R., and close to the base of the bluff. For many years the channel had been along the east shore on this portion of the river and had been gradually cutting away the shore. This cutting still continues and it was thought that by locating the pier at this distance from the shore it would be unnecessary to spend anything to prevent this cutting for sev¬ eral years and that when any protection work was required that protection would only be what would be needed at any rate to maintain the track of the Sioux City and Pacific R. R. The three spans of 400 feet each made a practical opening of the bridge between the present shore line and the west pier of more than 900 feet, which opening would be gradually increased to more than 1100 feet by the wearing away of the east bank; the 8SG9 4 THE SIOUX CITY BRIDGE. width thus provided is greater than experience has shown to be necessary at any point on the river above Kansas City, where the channel has remained fixed for a long series of years. About a mile and a half from the bridge and immediately in front of Sioux City the channel is of very variable character, shifting from side to side of the river; the current, wherever it may be above, strikes the east bank before reaching the bridge. The portion of Sioux City next to the river is built on bottom land and when the channel has been next to this shore it has cut badly into this bottom land. A little above the mouth of the Floyd River there is a con¬ siderable deposit of gumbo in this bottom land which has cut away very slowly, leaving a projecting point which has caused a temporary local disturbance. During the summer of 1887 the channel followed the Iowa shore and was deflected by this gumbo point; the channel then went to the Nebraska shore, striking that shore a little above the bridge line. The result was that in the winter of 1888 the channel was on the west side of the river instead of in its accustomed place on the east side and the greater part of the bridge was left over dry land. To accom¬ modate this condition it was decided to increase the length of the bridge by the addition of another 400 ft. span west of the three originally contemplated. This change in plan was made , in December, 1887. The bridge as built consists of four spans of 400 feet each rest¬ ing on masonry piers, and a plate girder span 61 ft. 6 in. long east of Pier I the total length from out to out of steel work being 1675 feet. In one respect the Sioux City Bridge differs materially from other bridges which have been built on the Missouri River. The piers are not founded on rock, nor is there any available rock to be found in this location. The bluffs east of the river rest on a prealluvial gravel which extends under the river, and the piers are founded in this gravel to a depth of fifty feet below the alluvial deposit. This is clearly shown on Plate 4, on which the apparent limit of scour is shown, this representing the dividing line between the alluvial sand and the prealluvial gravel, and on which the line of maximum scour observed during the construction of the bridge is also shown. The piers are not founded in the alluvial deposit of the Missouri River, but are on an entirely different class of material, which is permanent in character and is the same material that forms the foundation of the bluffs. I say this specially for the reason that the statement has been made that these piers are founded in the alluvium of the Missouri River, which is entirely incorrect. The east approach is 1.65 miles long from its connection with the main line of the Chicago, St. Paul, Minneapolis and Omaha Railway track to the east end of the bridge. The west approach is 1.92 miles long from Pier V to its connection with the Chicago, St. Paul, Minneapolis & Omaha Railway track in the bottom laud west of the river. The Sioux City Bridge Company also owns a second connecting track 0.18 miles long used in reaching the Sioux City passenger station. The total mileage of track owned by the Sioux City Bridge Company is 4.044. The only rectification work done consists in building a small piece of dike above the bridge on the west side, this being put in with reference to controlling the river in case the channel should again be thrown by some temporary disturbance towards the west side. During the progress of the work all levels were referred to the benches established by the Missouri River Commission, the datum being the St. Louis City Directrix, which is 412.71 feet above the sea .level. in. SUBSTRUCTURE. The substructure comprises a small abutment at the east end of the bridge and five piers; these piers are numbered from east to west. Pier I has a pile foundation; the other four piers are founded on pneumatic caissons of the following dimensions : Pier II. 28 by 60 by 18 feet. Pier III. 28 by 60 by 18 “ . Pier IV. 28 by 60 by 18 “ Pier V. 23 by 50 by 15 “ The caissons are built of pine timber with oak sills and iron cutting edges, planked with two thicknesses of three inch pine plank. The caissons are all surmounted by timber cribs, those of Piers II, III and IV having the corners cut off so as to make them of octagonal section, and that on Pier V being of rectangular section. The cribs are built of pine timber planked with one thick¬ ness of pine plank, the corners of Piers II, III and IV being plated with inch iron. Both the caissons and cribs were filled with Portland cement concrete. The foundations were all put in by the company’s own men under the direction of the Resident Engineer. The caissons were built in position on pile false work and low¬ ered on long screws to the bottom of the river. The pneumatic machinery was first set up on the east side of the river immediately north of the bridge line; in the spring of 1888 it was transferred to the west side of the river and set up there, also north of the bridge line. A temporary pile bridge was built in 1887 fifty feet north of the bridge line extending entirely across the river. A service track was laid across this bridge and it was used for the handling of material and to carry the pipes leading air and water to the cais¬ sons. In 188S a similar pile bridge was built extending from the west shore as far as Pier IV. pier 1. Pier I being located on the shore at considerable distance from the river, was the least exposed of the foundations; work upon it therefore was made subservient to all other work and it progressed in a somewhat desultory manner. The excavation of the pit for Pier I was begun with a small force August 5, 1887, the general elevation of the ground averaging 686 . The excavation was carried to elevation 674, when so much water was encountered that it became necessary to pump and to confine the sides of the pit with sheet piling. The material was at first a loam mixed with a little sand, probably washings from the bluffs, but at about elevation 677 a clean coarse sand was encountered, which proved well adapted for masonry and which was used in Piers I and II. The driving of sheet piling was begun October THE SIOUX CITY BRIDGE. 5 ii, and completed November 3, when excavation was resumed. The pit was excavated to elevation 664. On the 16th of January, 1S88, pile driving was begun and this was continued with many inter¬ missions till the work was completed on March 6. It was found that no matter what the elevation of the water in the river, enough water came into this pit from the land side in a single night to raise the water to elevation 674. The piles were cut off at eleva¬ tion 665, and capped with two courses of 12" by 18" oak timber. On the 9th of March the foundation was ready for the ma¬ sonry. The masonry was begun on the 14th of March, stopped on the 17th, for want of stone, resumed on April 10, and the pier finished on April 21. The pit was filled at once to elevation 680 and sub¬ sequently to elevation 690, being the elevation of the Sioux City and Pacific track. PIER 11. The service bridge was begun August 9, 1887, and on the 29th of August it had been built 150 feet west of Pier II. The driving of the piles for the staging of the pier was begun August 27, and the piles had been all driven and capped on Sep¬ tember 9. On September 10, an unusual flood occurred and during the night the flood carried away 100 feet of this bridge, six bents being washed out, and twelve piles were washed out of the staging. The flood was as short as it was sudden and all damage was re¬ paired so that both the staging and bridge were ready for use on September 28. This accident did not cause any serious delay, as the cutting edge for the pier did not arrive till October 13, and the last of the oak sills did not come till the 18th. The erection of the caisson was begun on the 21st of October and completed November 14. The caisson was lowered to the water’s edge on the 17th, and concreting began on the 19th. On November 20, the caisson was lauded in about seven feet of water at elevation 661 and air pressure put on, a temporary air lock having been improvised which was used till the regular air lock arrived on the 28th. The caisson was filled with concrete to the top November 23; the crib work above the caisson proper was begun the same day. On the 6th of December it was completed and ready for the masonry. Masonry was begun after a few days’ delay, December 11, and the work of sinking was resumed two days later. At elevation 618 a quantity of clay was encountered, generally in large lumps, varying from one to five feet in thickness and sometimes as large as 20 feet by 15 feet, the spaces between the clay being filled with sand, gravel and boulders. This mass of clay and boulders continued to elevation 606, the amount of clay decreasing towards the bottom. Most of the clay could be puddled and pumped out with the pumps, but the gravel was hoisted out. From elevation 606 to 597i the material was a medium sand mixed with some gravel; below this the proportion of gravel increased and some boulders were found. ( lie caisson reached its final position on January 12, 1888, the elevation of the cutting edge being 579.47 or 0.53 lower than the pro¬ posed depth. The sealing of the working chamber was begun January 13, and proceeded slowly, the sealing not being completed till the 23d. The laying of masonry was resumed February 10, and the pier carried only to the starling coping. Nothing further was done till June 12, when the laying of masonry was again resumed and the pier completed June 23. During the spring of 1889 a large amount of riprap was put around this pier. pier m. On December 7, the extension of the pile bridge towards Pier III was begun, and December 31 the driving of the piles of the staging for Pier III was begun. The cutting edge was set up January 9, 1888, the caisson completed and the lowering begun Januar}' 30. January 31, the caisson was lowered on the bottom at elevation 666.5 i n four feet of water. Concreting was begun that day and air pressure put on February 2. The concreting of the caisson was finished February 4, and the concrete filling of the crib February 12 ; masonry was begun Febru¬ ary 15. The material through which the caisson passed was a fine sand to elevation 638. A mass of mud, snags, gravel and boulders was then encountered extending to elevation 630. Below this was a com¬ paratively coarse gravel. At elevation 620 the material changed to a clean coarse sand suitable for masonry. At elevation 605 this sand was mixed with gravel and at elevation 595 the amount of gravel became so large as materially to reduce the rate of progress. The pier reached its final elevation at 580.95 March 15, 188S, and the sealing of the caisson was begun the next day. On the 18th, the sealing being still unfinished, the flood, which always accompanies the breaking up of the ice, began and the water rose extremely high. For several days nothing could be done except to save material from the wrecked service bridge. The ice gorged near the bridge and the general break-up did not take place till April 2. On the 16tli of April, the pneumatic machinery was put on the old steamer President; on the 22d, the boat was towed to Pier III and air pressure was put on on the 24th; everything was found to be in good order and the work of sealing was resumed. On the 26th, the work was somewhat delayed by a strike of the pressure men, but the sealing was completed on the evening of May 6, and air pres¬ sure taken off the next day. The laying of masonry was resumed May 23, and the pier finished June 10, 1888. pier iv. The pile bridge was extended east from the west shore to the site of Pier IV in July, 1888, and the staging for the caisson was begun July 21. The cutting edge was placed July 31, and the caisson lowered on August 21, and landed in five feet of water at elevation 667 on the following day. Concreting was begun on the 2 2d, air pressure put on on the 23rd and the sinking begun; the concrete filling of the caisson was completed August 25, and that of the crib September 3. Above elevation 637 the material passed through was a fine sand; at elevation 627 it changed to a mixture of coarse sand, gravel and mud; at 630 the gravel became coarser and there was less mud; at 621 the gravel ceased and a medium sand continued to 608, occasional boulders being found with this sand ; at 608 a mixture of sand and clay was encountered extending to 600, then came three feet of sand; from 597 to 588 a coarse sand and gravel were found in which a single lump of hard clay containing nearly 20 cubic yards was met. Below 588 the material was a fine sand. 6 THE SIOUX CITY BRIDGE. On October i, tbe caisson reached its final elevation at 580.48 and sinking was suspended. The sealing of the working chamber was begun October 3, and completed on October 10. The laying of masonry was resumed on the nth, and the pier finished at noon of the 24th. PIER V. The foundation of Pier V was put in before that of Pier IV. A pile bridge was built from the west shore to the site of this pier and construction of the staging was begun May 9. The cut¬ ting edge was set up on May 14, and the caisson completed and lowered into position on June 13, the work having been suspended twelve days by my special orders. The caisson was lowered on the bottom at elevation 667 in eleven feet of water. The water was high and there was a considerable current at this pier, so it became necessary to stop the cutting away of the sand bank by the use of sand bags. Air pressure was put on on the 14th of June, but for two days the principal work consisted in getting a proper bearing under the cutting edge and the sinking did not actu¬ ally begin till the 16th. The material passed through was sand to elevation 643, where it changed to a soft blue mud which continued to elevation 637. From 637 to 627 the same mud continued, but it was more or less mixed with sand. From 627 to 624 the sand was thoroughly clean; at 624 it changed to a coarse gravel, under which was found a layer of clay at elevation 623. This layer of clay was four feet thick and showed signs of stratification; under it were two feet of coarse sand. At elevation 617 another layer of blue clay was struck, this clay not being stratified, which continued to the bottom of the founda¬ tion. In sinking this caisson, a clay hoist which had previously been used to great advantage at the Rulo Bridge was used to remove such material as could not be pumped. The caisson reached its final position July 28, the material under the middle of the caisson being left one foot above the cutting edge for a space thirteen by forty feet. The sealing of the working chamber was begun July 30, and com¬ pleted August 2. Work on the masonry was resumed August 9, and the pier com¬ pleted on the 29th. During the month of September an earth embankment was built from the high shore line and level with it to Pier V, to form a base for the trestle. It was made of the necessary width to form the base of a future embankment. The exposed slopes of this embankment were covered with a willow mattress and riprapped. The full details of the five piers and caissons are given on Plates 5, 6 and 7. The rate of progress is illustrated graphically on Plate 8. Full records of the progress in detail of sinking these foundations are given in Appendix D. The concrete used was manufactured in a mixer consisting of a nine inch spiral conveyor with teeth arranged between the flights and running in a wrought iron trough. The sand, cement and water were mixed in this mixer and the stone was put in after depositing the concrete in position. The whole was thoroughly rammed. Inside the working chamber no stone was used and the proportion of sand and cement varied from two to four parts of sand to one of cement. The abutment at the east end of the bridge is a small piece of masonry of limestone; it is illustrated on Plate 5. The dimension work of the five piers which are exposed to frost is of granite quarried at Morton, Minnesota, and the remainder of the work is of limestone from Mankato, Minnesota. The elevations at which the granite was begun are shown on the plans of the several piers. The amount of masonry and concrete in the bridge is as fol¬ lows : Cu“,, c”S. T 77 s 70 Pier II . I 915.44 3 706.92 Pier III. ' 879-35 3628.62 Pier IV. ' 879-35 Pier V. I 489.03 2 306.95 East Abutment,. ■ . yi.bg 18.37 90.06 Total Cubic Yards, . . . 7 181I54 1 14171-75 The specifications for mason r}' are given in Appendix C. IV. SUPERSTRUCTURE. The superstructure consists of four through spans and one plate girder. Each through span is 400 feet long between centers of end pins, divided into 15 panels of 26 feet, 8 inches each, the trusses being 50 feet deep and placed 22 feet between centers. Ex¬ pansion is provided on Piers I, III and V. Except the web plates of the plate girder, the entire superstructure is of steel. The east span (I—II) is of imported steel from Scotland; the other three spans are of American steel. The imported steel seemed to be a little more uniform in quality than the American, but was less uni¬ form in finish and sections. The weight of the Scotch steel span is slightly in excess of that of the others. The trusses are proportioned to carry a moving load of 3000 lbs. per lineal foot, but in calculating the effects of a moving load the portion of any strain in excess of that which would have been pro¬ duced by a uniform load of equal amount was taken on a basis of 5000 lbs. per foot. The top lateral system is proportioned to resist a wind pressure of 300 lbs. per lineal foot, and the bottom lateral sj'stem 500 lbs. per lineal foot. The strains are given on Plate 16. The floor system was designed for a uniform load of 6000 lbs. per lineal foot. The compressive strain in the top chord is limited to 14000 lbs. per square inch of balanced section. The tensile strain in the bottom chord is limited to 13000 lbs. per square inch and that in the web members is kept somewhat lower. THE SIOUX CITY BRIDGE. 7 The weights of iron and steel in the through spans are as fol¬ lows : Steel, . . . Wrought Iron, Cast Iron, Total, . l 085 372 3 244 103 6 349 | 18 464 22 574 | _ 67 605 '"4 295 i 3 330'72 6 155 32 535 110 057 The timber floor was put on by the company’s men working under the direction of the Resident Engineer ; the painting was done in the same way. v. The plate girder weighs 41 340 lbs. making the entire weight of the whole superstructure 4 485 807 lbs. The specifications under which the superstructure was manufac¬ tured are given in Appendix F. The days on which the several trusses were erected are shown in the following table: East Approach Girder, Nov. 22, l888. Through Span, I - II, Aug. 4, 1888. “ " “ II-III, Sept. 11, 1888. “ “ III - IV, Oct. 20, 1888. “ “ IV- V,-Nov. 13, 18SS. Aug. 9, 1888. Sept. 17, 1888. Oct. 26, 188S. Nov. 18, 1S88. APPROACHES. The east approach includes a bridge across the Floyd River consisting of three spans of plate girders, resting on two masonry abutments and two iron cjdinder piers, all having pile foundations. It also includes a timber trestle 600 feet long near some of the packing houses. The remainder of the line is of earth work, it all being embankment except a large cut immediately east of the bridge. The total amount of material in this approach is given in the following table: Excavation hauled into embankments, 98 446 cubic yards. Material borrowed for “ 68 483 “ “ Total.166929 “ “ The west approach comprises a timber trestle 1 840 feet long extending west from Pier V, beyond which it is all built as an earth embankment, the total amount of earth work in this approach being 66 832 cubic yards. Both approaches are built with a maximum grade of 1.25 per cent. (66 ft. per mile). The alignment and grades of the approaches are shown on Plate 2. APPENDIX B. 9 ACT OF CONGRESS AUTHORIZING CONSTRUCTION OF SIOUX CITY BRIDGE. CONTRACT WITH WAR DEPARTMENT. An Act entitled “ An Act to authorize the construction of a bridge across the Missouri River at or near Sioux City, Iowa.” Be it enacted by the Senate and House of Representatives of the United States of America, in Congress assembled, that it shall be lawful for the Sioux City Bridge Company, a corporation organized for that purpose under the general corporation laws of the State of Iowa, or its assigns, to construct under and subject to the con¬ ditions and limitations hereafter provided, a bridge across the Missouri River at or near Sioux City, Iowa, and lay on and over said bridge railway tracks, for the more perfect connection of any and all railways that now are, or which may hereafter be, constructed to the Missouri River at or near Sioux City, or to the river on the opposite side of the same near Sioux City and build, erect, and lay on and over said bridge ways for wagons, vehicles of all kinds, and for the transit of animals, and to provide ways for foot passengers, and to keep up and maintain and operate said bridge for the purposes aforesaid; and that when said bridge is constructed all trains of all railroads terminating at said river and on the opposite side thereof, at or near Sioux City, Iowa, shall be allowed to cross said bridge for reasonable com¬ pensation, to be made to the owners of the same under the limitations and condi¬ tions hereinafter named. The owners of said bridge may also charge and receive reasonable compensation or tolls for the transit over said bridge of all wagons, car¬ riages, vehicles, animals and foot passengers: Provided, That Congress may at any time prescribe such rules, regulations and rates of toll for transit and transportation over said bridge as may be deemed proper and reasonable. SECTION 2. That any bridge built under the provisions of this Act may, at the option of the person or persons or corporation building the same, be built as a draw bridge, with a pivot or other form of draw, or with unbroken or continuous spans. Provided, That if the same shall be made of unbroken or continuous spans, it shall not be, in any case, of less 'elevation than fifty feet above extreme high-water mark, as understood at the point of location, to the lowest part of the superstructure, with straight girders, nor shall the spans of said bridge be less than three hundred feet in the clear at low-water mark; and the piers of said bridge shall be parallel with the current of the river; and the main span shall be over the main channel of the river. And provided also, that if a bridge shall be built under this Act as a draw bridge, the same shall be constructed as a pivot draw bridge, with a draw over the main channel of the river at an accessible and navigable point and with spans of not less than one hundred and sixty feet in length in the clear on each side of the central or pivot pier of the draw ; and the next adjoining spans to the draw shall not be less than two hundred and fifty feet, and said spans shall not be less than ten feet above extreme high water mark, measuring to the lowest part of the super¬ structure of the bridge ; and the piers of said bridge shall be parallel with the cur¬ rent of the river : And provided also, That said draw shall be opened promptly upon reasonable signal, without unnecessary delay : Andpfflmidedfurther, That the cor¬ poration building said bridge may, subject to the approval of the Secretary of War, enter upon the banks of said river, either above or below the point of location of said bridge, and confine the flow of the water to a permanent channel, and to do whatever may be necessary to accomplish said object, but shall not impede or ob¬ struct the navigation of said river, and shall be liable in damages for all injuries to private property; and all plans for such works or erections upon the banks of the river shall first be submitted to the Secretary of War for his approval: And pro¬ vided further, That if said company shall elect to construct a pile or pontoon bridge in lieu of that described above, the Secretary of War may, if he deem it advisable and not inconsistent with the free navigation of said river, authorize said company to construct such bridge as a pile or pontoon bridge subject to the restrictions and requirements relating to the construction thereof contained in the Act entitled, “An Act to legalize and establish a pontoon bridge across the Mississippi River at Prairie du Chien,” approved June sixth, eighteen hundred and seventy-four, except that in the bridge herein authorized one draw only shall be required, which shall not be less than four hundred feet in width in the clear: And provided further, That any bridge built under the provisions of this Act shall be at right angles to the current of the river. Sec. 3. That no bridge shall be erected or maintained under the authority of this Act which shall at any time substantially or materially obstruct the free navi¬ gation of said river; and no bridge shall be commenced or built under this Act until the location thereof and the plans and specifications for its construction shall have been submitted to, and approved by, the Secretary of War; and any change in the plan of such construction or any alteration in the bridge after its construc¬ tion shall be subject to the like approval; and whenever such bridge shall, in the opinion of the Secretary of War, substantially obstruct the free navigation of said river, he is hereby authorized to cause such change or alteration of said bridge to be made as will effectually obviate such obstruction ; and all such alterations shall be made, and all such obstructions be removed at the expense of the owner or owners of said bridge; and in case any litigation arising from any obstruction or alleged obstruction to the free navigation of Missouri River at or near the crossing of said bridge caused or .alleged to be caused thereby, the cause shall be com¬ menced and tried in the district courts of either judicial district in Iowa or Neb¬ raska in which the said bridge or any portion of such obstruction touches. SEC. 4. That any bridge built under this Act and according to its limitations shall be a lawful structure, and shall be recognized and known as a postroute, upon which also no higher charges shall be made for the transportation over the same of the mails, the troops, and munitions of war of the United States than the rate per mile paid for their transportation over the railroads or public highways leading to such bridge. Such lights shall be kept upon said bridge as the Light House Board shall direct, and said bridge shall moreover be provided with all proper safeguards for the security of person and property. SEC. 5. That Congress may at any time alter, amend or repeal this Act. Approved August 15, 1876. WHEREAS, By an Act of Congress, approved August 15, 1876,entitled “An Act to authorize the construction of a bridge across the Missouri River at or near Sioux City, Iowa,” it was enacted: “ That it shall be lawful for the Sioux City Bridge Company, a corporation organized for that purpose under the general corporation laws of the State of Iowa, or its assigns, to construct under and subject to the con¬ ditions and limitations hereafter provided a bridge across the Missouri River, at or near Sioux City, Iowa; ” and Whereas, It was provided by Section 3, of the Act of Congress aforesaid, That “ no bridge shall be commenced or built under this Act until the location thereof and the plans and specifications for its construction shall have been submitted to and approved by the Secretary of War; and any change in the plan of such con¬ struction or any alteration in the bridge after its construction shall be subject to the like approval; ” and WHEREAS, The Sioux City Bridge Company has accepted the provisions, condi¬ tions and limitations of the Act of Congress aforesaid, and in compliance therewith has submitted for the approval of the Secretary of War, a map of the location of said bridge, and plans and specifications for its construction; and WHEREAS, Lieutenant Colonel Suter, Corps of Engineers United States Army, and President of the Missouri River Commission, reports, that “ these plans have been examined by the Missouri River Commission and are considered by them to provide for an entirely satisfactory structure;” and WHEREAS, The Chief of Engineers, United States Army, recommends that the plans submitted by the Sioux City Bridge Company be approved: Now therefore, I, S. V. Ben£t, Acting Secretary of War, having examined the plans and specifications for the construction of said bridge, and the map of location, submitted by the Sioux City Bridge Company, do hereby approve the same. Witness my hand this fourteenth day of June, 1887. The words “ William C. Endicott ” having been erased and “ S.V. Ben^t, Acting ” substituted in the last paragraph before signing. S. V. BENET, Brig. Gen. Chief of Ordnance and Acting Secretary of War. This instrument is also executed by the Sioux City Bridge Company by its President thereto lawfully authorized this tenth day of June, 1887, in testimony of its acceptance of the provisions, conditions and limitations of the Act of Congress aforesaid. THE SIOUX CITY BRIDGE COMPANY, by Marvin Hughitt, [seal] President. In presence of Attest: Chas. L. Lowe, J. B. Redfield, C. G. KlNGWlLL. Secretary. IO APPENDIX C. SPECIFICATIONS FOR MASONRY. The masonry will be first class rock face work, laid in regular courses. The piers shall conform in all respects to the plans furnished by the engineer. The face stones, including coping above the elevations designated on the plans, shall be of granite from the quarries near Morton, Minnesota. All other stone shall be limestone from the quarries near Mankato, Minnesota. The stone shall be cut and coursed out at the quarries, every dimension stone being marked, and full course plans being sent at time of shipment. No course shall be less than 16 inches thick, and no course shall be thicker than the course below it. The upper and the lower bed of every stone shall be at least one-quarter greater in both directions than the thickness of the course, and no face stone shall measure less than thirty inches in either horizontal direction. In general, every third stone of each course shall be a header, and there shall be at least two headers on each side of each course between the shoulders. No stone will be considered a header that measures less than five feet back from the face. The headers shall be so arranged as to form a bond entirely through the pier, either by bonding against a face stone in the opposite side of the course or by bonding with a piece of backing not less than three feet square, which shall bond with a face stone on the opposite side. In all cases the interior bonding shall be further secured by placing in the course above a stone at least three feet square over the interior joints. Special care shall be taken with the bonding of the ice-breaker cut¬ water, the stones of which shall be so arranged that the face stones are supported from behind by large pieces of backing. All joints shall be pitched to a true line, and dressed to one-quarter inch for at least twelve inches from the face. Beds, both upper and lower, shall be pitched to a true line and dressed to one-fourth inch. Joints shall be broken at least 15 inches on the face. The bottom bed shall always be the full size of the stone. The face of the up-stream starling of Piers II, III and IV shall be fine pointed, with no projection exceeding one-half inch. There shall be a draft line three inches wide around the lower edge of the belting course below the coping, and on the edge of the down-stream starling of Piers II, III and IV. The cop'ing over the whole pier, and the small coping over the pointed starlings of Piers II, III and IV shall have a smooth-cut surface and face. All other parts of the work shall have a rough quarry face with no projections exceeding three inches from the pitch line of the joints. The stones for the coping under the bearings of the trusses shall be cut accord¬ ing to special plans to be furnished by the engineer. They shall have good beds for their entire sizes, and a full bearing on large stones with dressed beds in the belting course below the coping. The stones of the backing shall be of the same thickness as the face stones, and shall have dressed beds. All stones shall be sound, free from seams or other defects, and all limestone shall be laid with the natural beds horizontal. All stones shall be laid in full mortar beds. They shall be lowered on the bed of mortar and brought to a bearing with a maul. No spalls will be allowed except in small vertical openings in the backing. Thin mortar joints will not be insisted upon, but the joints shall be properly cleaned on the face and pointed in mild weather, the pointing to be driven in with a calking iron. The face stones of each course in Piers II, III and IV for a height of 26 feet, beginning about three feet below low water, shall be doweled into those of the course below with round dowels of one and one-eighth inch iron, extending six inches into each course; the dowels shall be from 8 to 12 inches back from the face, and 6 inches on each side of every joint; the stones of the upper course shall be drilled through before setting, after which the drill-hoje shall be extended six inches into the lower course; a small quantity of mortar shall then be put into the hole, the dowel dropped in and driven home, and the hole filled with mortar and rammed. The three courses below the coping shall have the joints bound with cramps of seven-eighths of an inch round iron, 20 inches long between shoulders, the ends sunk three inches into each stone. The mortar will be composed of cement and clean coarse sand, satisfactory to the engineer, in proportions varying from one to three parts of sand to one of cement, as may be directed by the engineer for different parts of the work. When stone is laid in freezing weather, the contractor shall take such precautions to prevent the mortar’s freezing as shall be satisfactory to the engineer. No material shall be measured or included in the estimate, which does not form a part of the permanent structure. All necessary tools and materials of every description whatsoever, except cement, will be furnished by the contractor. The cement will be furnished by the Bridge Company, the contractor taking the same from the storehouse. The Bridge Company will pay for the transportation of the stone from the quar¬ ries to the bridge site; but any stone transported and left over from the work will be the property of the Bridge Company. APPENDIX D I I RECORD OF SINKING CAISSONS. PIER II. READINGS TAKEN AT 8 A. M. S' Elevation of Cutting Edge. Elevation of Sand. * 1 **• **• Average. 1 „.w. £ O S N„,- .v 661.O 660.0 660.2 66nnS 668.20 18 667.78 31 66l .2 660.3 66S.30 19 667.81 667.78 660 5 662.5 660.52 668.30 662.07 660.$9 661.70 660.0 660.7 661.07 660.76 Sr 660.9 662.6 662.8 668.25 23 659.63 656^5 660.49 656.81 tUt 660.oS 657.06 93 tr, Si-1! 66l .23 66l.87 1.15 4.81 668.18 668.16 652.66 649]^ SM 662.3 663.61 667.85 649.98 649.82 664.4 665.8 667.9 667.6 667.6 666.00 646 28 646.01 646.11 646.09 665.1 665,8 667.6 663. s 665.8 666.07 666.So 645 -|6 666.5 665.4 Sf, 667.2 637 2. 6 665.0 666.4 667.6 666.8 666.34 666.67 666.79 3 I 13 :S 626.81 634,0, 629.12 634-17 1 633.73 629.28 628.79 3 65 665.2 666.8 665.0 668.2 667.5 666.6 666.9 66S.0 665.54 667.80 31.Si tit s 667-5 667.6 667.6 667.0 668 4 6 625.81 668.1 667.S 6(18.20 42.60 666.58 623.64 78 667.5 667.8 668.07 666.21 623.28 5 o 667.2 667.6 666.39 623.08 667.5 667.89 623.10 667.2 6673 667.5 667.68 666.62 11 11:1 667.01 622 91 667.2 667.68 617.S6 7 - 7-71 I 667.2 667.9 667.3 667.36 668.7 667.76 16 614.36 614.7? 614.60 667.s 667.5 668.11 667.1 666.7 66S.05 611.68 612.69 6124s 612.20 665.6 668.7 '9 610.69 611.50 611. 50 666.7 667.03 668.38 668.27 610.63 611.38 669.20 609.05 607.86 669.4 663.1 6(19.90 670.1 670.3 669.56 606.44 603 88 5:8 670.8 669.1 670.7 604.65 J2 669.6 66S.4 3 602.25 602.83 668.5 663.6 669.4 602. S3 663.4 669.3 668.07 602.36 602.S3 601.66 663.4 SUBS 668.07 670.20 28 601.78 602.11 669.1 670.3 ik 597 -6S 671.6 32 671-3 669.61 7 2.2§ 594-99 595 - 07 595-43 90 670.0 671.0 Si 669.64 670.54 Jan. 1 S:i 593-24 rfcs 670.7 669.07 670.81 3 591-74 liK 59 i -57 665.0 664.5 666.0 669.7 670.7 671.1 669.2 66^64 & 670.87 1 1S:3 11 II8-3 >8^-90 5S6.5S 589-84 ° 671-3 672.2 672.1 669.6 670.06 So.16 fdl 586.34 5S6.44 5S6.48 67 669.5 671.5 670.5! 83 672.5 584.61 584.68 667.4 670 9 671 4 86.15 5S2.5S 665.5 672,6 5S0.16 667.2 669.0 669.90 5 So .33 580.38 07 667.3 672.3 672.2 13 579-58 579-53 579 - 7 ' 579-75 579-58 579-64 579-54 ° 59 670.35 670.25 90.71 671:66 579-54 579-36 579-63 579-56 579-53 670.24 90.71 579-53 579-34 579.62 579-56 579 - 5 ' 23 579 - 4 ' 579-32 579-59 579-55 579-47 04 _ . _ 0.51 | 685.79 o-5' I 6S5.79 6.14 679.54 | §2:2 n.io 1675.06 14.63 1 671.22 18.06 671.82 19.61 ; 673.43 19.C14 673.09 21.04 I 672,70 22.03 I 674-29 21.62 | 675.24 22.78 676.40 ! 28.96 673.76 32.94 671.48 670.79 39.69 I 670.36 40.98 670.60 671 26 672.5 52.62 53 - 51 54 - 73 57. IS ; 670.21 I 678.87 677.17 62.43 675.98 I 63.47 674-67 65.85 | 672.35 67.22 670.95 67.24 | 670.95 “ “ i g?:P 70.82 673.83 73.16 675.77 75 -n | 673.87 77-40 671.73 77-57 671.71 -9-31 674.11 ■' W'A' ?'•=- 82.96 84-74 86.70 86.84 88.78 91.30 9 '- 3 ' 92.03 92.12 679.40 679-37 [ 677.51 2268 2268 2268 226S is 1 6014 i 6236 6546 6772 50 6.338 766 ■■ 7-824 945 8.495 '026 8.248 996 9.140 9-543 ' ii 53 793 978 545 ' 5'6 — 1724 1989 ■ 7"93 17-752 2.45 18.363 ; 2219 18.701 2259 1S.762 ! 2267 18.805 2272 19.013 2297 19.182 2318 23-1 2801 13-709 24.259 2931 24.770 2993 25.321 3059 26.360 3185 27.045 3268 27-495 1 3322 29.120 29. 29.185 29 843 30.679 31- 693 32 - 537 33- 529 33.602 34 - 357 35 - '49 35 -'S 4 35-938 36.709 37-558 37.619 38.459 39 - 55 ' fM 4435 4538 4647 4779 4779 4817 3820 4S21 1 3816 4820 3X17 4816 9'55 9248 10700 463 ||2si 11035 456 fo-'n i1292 442 2 "335 44 ' : !| 5 _ " 3'4 44 ' S..SI! 11314 440 s=^i $ 13901 14311 '4573 ■ 5'34 14940 '5538 ' 573 ' ■ 573 ' ' 573 ' 1 ■ 573 ' 1573 ' I Total number of hours pumped.. Caisson suspended by screws; began lowering at 10:15 A - 21-1 stopped at 4:21 No lowering done ; waiting for concrete mixer. Lowering commenced at 9:00 A. M.; concreting, at 1 :oo P. M. Air pressure put on at 7:00 P. M. Screws taken off at 2:00 P. M.; caisson tilted to East. Sand pumps started at 2:30 p. m. 24 Four piles from wrecked bridge found in North chamber. 24 Piles cut out during night. Stumps and four logs found; one oak. Stopped sand pumps at 10:00 waiting for air-lock. Sand pumps started at 4:30 p. m. >5 Waiting for concrete. ■° “ “ Concreting finished at 6: 8 ! Sand pumps stopped at 7:00 A. m.; waiting for Waiting for masonry. d pumps s , | Found large body of clay in S. E. corner, and lumps O' tied by blowing at 3:45 a '°i Hoisted clay. 24 I ^ I '“ Hoisted Clay. 21 i Sand pumps stopped at 5:30 A. M r entire surface. Set- Hoisting gravel. No work between 1:00 and 7:00 duced five pounds in settling. waiting for masonry. A., for masonry. 1. for want of pressure-ir I. 13th; full depth reached. Average distance sunk per hour's pumping, iVoVn l® et - 12 APPENDIX D.— Continued. RECORD OF SINKING CAISSONS. PIER III. READINGS TAKEN AT 8 A. M. Elevation of Cutting Edge. Elevation 01 673 -S 3 670.83 666.50 666.00 664.75 655.49 654-34 653.09 648.84 644.49 641.00 637 -S> 635-52 633 - 3 ' 627.05 1 S:S| 622.72 620^89 20 | 619.13 21 616.52 22 I 612.25 23 610.32 24 605.98 25 603.83 26 603.83 27 I 601.50 28 599-72 1 29 | 597.81 r. 1 ! 596.30 2 594-64 |«IT 587-14 . 587.14 586.00 585-99 I 5 S 4-97 I 1 583-37 5S2.06 i 5g'-" 673-85 670.82 666.48 666.41 664.19 658.77 654-30 652.93 648.77 644.4S 641.77 637.92 635.58 SB 626.67 626.67 624.51 620.66 61S.96 | 616.41 612.15 610.25 || 587.01 587.01 585-87 585.87 584.90 583-33 SB 582.00 581.05 581.05 581-05 5S0.98 673-84 670.81 666.37 666.28 663.71 65S.83 654 '5 64SI.99 644.29 641.64 637 - 5 ' 634.76 632.61 628.17 1 626.69 626.69 624.49 622.45 I 622.44 620.65 61S.95 616.36 3 605.74' 603-5° 599-2?) 597-35 595-83 673.53 | 673.84 670.83 670.82 666.58 666.48 666.40 666.27 663.53 1 664.04 65S.52 658.65 654.16 , 654.24 || SS'2 637-39 634-73 632 . 7 4 ! .8- 90 644.38 632.9 626.SS 627.09 J 626.88 624.92 | 624.70 622.77 1 622.58 620.90 620.77 | 610.12 619.04 616.4S 1 616.44 2.14 603.50 599 - 3 ' 597-43 595-92 594-29 59' -53 591.53 589-74 58S.40 I 587-1° 587.09 585-93 585-94 584.96 583-38 583-38 5S2.05 5S2.05 5S1.09 5S1.09 581-09 5S0.94 May 7 | 581.02 580.97 j 580.SS | 580.93 & 583-35 583-35 581.99 581.99 5S1.04 581.04 610.25 605.85 603.66 1 603.66 599-49 597-58 594 - 4 ' 591.42 587.06 587.05 585-90 585.90 583-36 582.02 5S2.02 581.07 & I | £ 1 1 1 0 1 . 674.2 I 674.2 673-0 | 673.0 672.3 672.4 1 672.5 670-4 673-6 673.6 673-9 674.2 672.0; 673 -I 6 672.06 672.70 673.18 674.58 673-®5 673-05 673 - 46 671.68 674 - 7 S 673 - 7 S 672 - 45 SB 671.67 672.24 67 '-34 672.17 672.65 672.65 673- 71 673-71 673-47 i 22 673-10 672-05 671.56 671.32 671.32 671.37 670.32 670.38 670.50 670-35 670.87 671.02 672.71 <>72.73 672.63 672.47 672.13 672.23 672.42 672.42 672.40 672.37 672.25 672.61 674.07 673-46 £72.48 673.28 672.47 672-93 672.76 672.86 672.86 87.20 673.c , 672. 87.40 672.86 SS.20 I 672.75 59.30 672.65 89.30 | 672.So 90.30 , 673.10 ilfs Indc'd. Cnlc'd. 1039 1 1039 I 1039 2350 2350 2350 2350 2350 2350 2350 2350 m i 19561 367 46° 634 & ^ 2446 2446 2596 2776 27'8 2842 2174 ' < 2587 ic 2942 12 3230 12 3555 >4 3849 '< 3910 1; 4023 15 a * 4440 ' 2C a £ 5674 6134 7704 7817 7 « 4 v 83 REMARKS. 7.568 845 , 914 ' 843 9-357 "30 1044 11.272 1362 | 1225 12 411 1500 I 1442 14.386 1738 1 1492 16.197 1957 16.907 j 2043 >03 , 3281 | 368 2399 ig£ 6S4 : : 3300 4128 4995 & I Caisson suspended by screws. Commenced lowering at 5:00 P. 8 [8:01 1,465 2593 2046 8602 i 476 2693 2176 23.123 2794 1 2223 24.250 ■ 2930 2177 26.070 ; 3158 2227 I 26.910 3251 2423 1 28.764 3475 2659 i 29.S04 3601 2929 29.869 3609 2921 30.S82 3731 3062 | 32.308 3904 3163 32.871 3971 3313 33.105 4000 3551 33,Sn 4085 3619 35 461 42S4 3533 35.111 4242 3607 36 090 4360 3543 36.561 4417 3729 37.16S 4491 3766 37.171 4491 40331 37-6SS 4554 1 3976 1 37 - 73 ' 4559 4°53 3S 091 4602 4107 3S.771 4684 4071 3S.723 4678 4153 39.261 4743 I 4159 39.326 4751 4156 39.867 4817 4157 j sifi! 448 , * 459 1 605.0 Caisson twisted. Stopped concreting a Sand pump stopped on account of concrete, and putting on air-lock. 20J | Sand pump stopped, waiting for concrete. Sand pump stopped, waiting for masonry. ' 35 'o 13714 14004 14004 1 ■4432 14464 14941 '4776 15122 ' 5'09 ' 5'57 15487 52S j 595 -° I 24 Time shortened. Sand pump stopped at 4:30 P. M. Commenced concreting at 5:00 P. M. Concreting. At 2:00 P. M. air was taken off, and pier abandoned on account of high w; Air put on, and preparation made to complete concreting. Pressure-men struck, only twelve remaining. Commenced concreting. Forty-five pressure-men at work. Concreting finished, and air taken off at 6:00 P. M. Total number of hours pumped.: 871 Average distance sunk per hour’s pumping, 3 0 feet. APPENDIX D. — Continued. RECORD OF SINKING CAISSONS. PIER IV. READINGS TAKEN AT 8 A. M. Elevation of Cutting Edge I I | 1 0 Weights. Air Pressure. 1 i ji £ 3 * i * 3 r £ 1 s * g -S g 1 REMARKS. »■« 1 Average. 1 $ » - Caisson. Crib. Masonry. External Total. <**■ a* 1 10 if 671.51 671 .60 .48 669.65 669,61 669.64 5.81 6S7.6 3 665.89 665.94 3.78 666.7 667.0 666.8 666.98 5-54 6.41 683.9 682.6 674 »74 5s 24 664.84 664.85 664.59 66O.6I 658.48 3 98 670. S 669.1 5.85 671.00 664 660.75 65S-54 65S.62 658^44 669.4 669.6 670.7 66 q .4 670.7 669.6 “9 °5 670.75 10.14 670.0 1039 s#l 1190 4.50 S3] a 1463 ■954 2580 SJ S* Pressure men concreting during the day. Pumping nights only. 655.52 670.40 14.8S 670.40 28 1626 6.00 847 653o9 653.72 653-70 653 54 1.98 670.4 670.4 16.86 867 882 s 9 649.77 650.59 650.10 645.9b 670.4 670.6 662.^ 2 8.50 8.754 10.665 688 648.0 4.21 140 26l 1 ]o.5° 3' 641.48 641.54 641.54 670.0 669.2 672.7 670.7 12.588 P 637 -o' Sept. 637-I3 636.S7 636.99 671.5 671.5 634-42 634.35 669.4 669.6 660.4 670.40 676.; I8S7 6078 542 3 63'-99 2.38 669.3 670.30 16.50 as 629.69 630.10 629.63 2.06 669,0 666.4 669.42 670.10 676.8 3764 18.00 1660 630.0 Repairs to pump. 3 629.64 629.9I 671.2 39-20 40.56 676.8 2280 18.00 2098 1660 6814 4S7 627.31 627.57 627.24 2.52 669.8 666.0 667.5 667.6 UK 669.85 18.50 2222 156s 7033 627.32 627.57 627-46 627.23 669.65 676.4 18.50 1662 625.03 625.03 624!s7 2.23 667.3 670.0 669.12 J9“ 19.208 9 624.75 624.75 623.06 624.89 669.7 663.4 668.2 2280 244' '934 I is- 666.3 20.25 2 621.21 619.24 616.40 61905 618.94 619.08 669.9 668.6 665.7 666.2 667.50 668.§5 46.32 49-77 669.10 668.90 668.So 47-?2 674.9 1039 22S0 2280 £ 595 8 4346 X 1838 8032 8640 $8 621.0 24 616.26 616.38 669.0 667.1 667.70 2280 26 zu Repairs to pump. 611.04 611.32 610.85 5.26 665.7 665.7 664.3 664.3 665.00 53-88 57-63 674.0 2280 ¥ i (>65.2 665.7 664.0 664.0 ts 57.64 676.2 2280 X 87 606.03 606.04 606.04 4.82 (>'12.1 662.6 662.6 606.01 606.07 664.1 1088 IS s 28.00 &s° 604.24 604,27 (104.30 604.27 662.5 664.2 663.12 58.85 668.50 678.0 2280 IS 28.50 2706 9 599.76 599-73 599-79 662.7 63.39 674-5 § sr> 109S2 597-05 597-01 597-'6 597-10 662.8 664.1 6(14.65 668.30 71.20 675.0 106 597.16 597.09 594-86 663.0 669.0 662.7 as 669.00 71 9' 2280 IIS 594.80 594-74 594.96 2.23 669.2 663.2 71-34 669.25 74-39 676.7 7183 3 - 593-38 593-4' 593-3' ‘•55 71.66 75-94 2280 591.67 59 1 - 79 59'-73 661.3 669.7 668.1 1966 98 529 591.67 59'-68 59'-77 59' 78 591.72 661.4 665.47 73-75 77-48 677.4 1966 86 7426 IK 588!S4 IK IK 1.56 662.1 665.6 667.9 666.1 668.6 665-37 75-21 668.90 669.60 676.2 ■039 2280 1966 as 99 7502 34-00 34.110 4121 4228 33° 1 im 13042 4 Time worked cut down to 18 hours, on account of depth. Six 586.85 586.79 586.82 '■99 668.6 666.72 84.78 2280 jS:£ 29 5S4.S1 2.04 666.3 66S.77 s-s 22S0 2268 8125 Oct. 0 582.79 5S2.78 582.74 582.76 666.7 662.7 666.60 669.12 226S 8260 3 5ST.07 580.98 581.02 '•74 669.1 669.0 K SK K 675-2 1039 22S0 2280 =773 56 37-5° 38.112 4605 3811 ■4838 5'4 Sand pumps shut down at 11 :oo A. M. Concreting begun. 3 580-53 580.55 66s 320.18 276 7.06 2.10 5.26 I.37 5'30 41.8 15'4 35.070 63,265 18,090 7 z'A 319-98 276 7.10 5-22 , I.26 56.07 51.0 1S.50 33,900 59,230 7 1 iX 320 08 276 7-11 I.76 5-33 '-12 52.30 38.3 13 90 33.75° 58,690 21,505 7 i# 319.88 276 7.19 1-74 5-63 1-28 41.70 35-4 12.So 37,590 67,440 6 [ i 3 20.,8 276 6.03 1.00 4.52 0.54 59 50 36.4 13.20 37,880 60,210 •755 .518 52.94 26.75 41,550 70,250 0.075 8,100 6 j i 320.13 276 6.03 1.00 4.68 0.63 51.10 40.3 14.60 36,870 60,880 ■755 .520 52.56 •28.26 40,880 68,350 O.065 8,095 5 'X 438.S3 396 5-07 '.23 17-5 4.4O 40,200 57,850 Head. • 752 ■550 46.50 25.50 41,43° 69,800 0.080 25,354 5 >X 438-78 . 396 5-07 1.23 3.70 0.75 55.60 56.1 14.20 35,950 61,120 Body. ■756 •545 48.03 23.25 41,660 70,840 0.074 25,350 5 ' 251.48 216 5.06 1.00 3.88 0.62 52.40 29.7 13.70 ! 40,310 64,900 - •755 .520 52.56 22.50 41,550 69,910 0.080 25,326 5 iX 43978 30 5-05 1.22 3-77 1 0.87 44.70 59.8 15.10 35,760 63,570 « 4 , X 435-o8 384 4.05 0.76 3.o8 0.53 47-10 55-2 14.40. 34,430 54,300 “ 4 . X 430-78 384 4.04 0-74 2.97 0.47 53.20 57.2 1490 35.470 59,345 “ 7 2 % 320.08 28S 7.05 2.06 5-45 1-43 46.35 38.6 13.40 32,17° 60,400 “ . Scotch 6 1 i 320.0S 288 6.00 1.02 4.41 1.02 49.56 33- s 11.73 34,66o 58,660 “ 1 . Scotch 7 iX 320.03 28S 7.05 i-75 5.45 | 1.26 44-33 5'.7 17.95 33,390 “ Plate 2. PIER Na I. ENE ELEVATIDN. -GRANITE ABOVE EL'682.79 Plate I): S.G.B.CO. PIER I So EAST ABUTMENT .ELEVATION 73150 L-LVAT.'DN 7?.S '.5 . -E LEV. 715.48 EAST ABUTMENT. EAST ABUTMENT. BIDE ELEVATION. . END ELEVATION. r-- ofo”- I !•- -30-0"- - i _ E> 'iStr O -OvjF h t>‘ I Bcocoo€-1'c- c s’4 F'Jd arbeam and End Post removed- Plan. EXPANSION END FIXED END 1-15 I Beam 1501bs.pYd. 1 Web Plate 30x|" 4Angles3i‘x5x a 2 Angles 3* 3 xt 1 Web Plate 50*§" 2 Angles 4 "x 6 *x i fo/o 1 Bar 4x1 1 Bar 4"x 1" SI eel Rails of Pattern N e .88, Carr, oria iron Co. ^ 1 ^Anchor Bolta Side Elevation at Pier III o O’ O &Q Q'b'-d' o TT Q Q...O O Q Q -tiA 0 9 0 0 X-9 -0-^-0 .~| Plate! 2: S. C.B. CO. THROUGH SPAN 40 D rT D IN C.tq C.END PINS. 2Rods 2£Dia.. 2Eod.i 2jDb T' 2Rods 2tDia. 4 Plate Panel Point 1 1 CoverTlate 8-f" 4 Angles 3£ x 5 * ft IWebplale 30 * $ lWebpIate 33 - i" 12 Rods 2"Difl. 2 Bars 4 -i panel FointS \ 6 Pin beale: L l Plato 13: S_ C.B. CO. THRGUGH SPAN. 4 DG FT G IN C. G. END PINS 2 Rods Z i'Pin. 2B°d5 2^ m 2 P ads 1- g Die i i Plain Panel, Point 3 Panel Point 4 Afrtres. \P. So lWetplate 53 * I lWehplate53rt" A ^ ‘ o 2Angles 3* 3*4 o 3 o O o o o - J o 2 Angles 3-3-4 [ PBodsls Dia S PodtltDia. o o o o o o o o 0 0,0 o^—-O Uf- O O O O 0 o o O O -of 1 ) o o o C) O Q tK-A-O ° rP^rP^&P^ O^O^O^O Plate 14: S_ C.B. CO THROUGH SPAN 4DD PT D IN C„to Cl END PINS. 2__Bods If dia.. 2 Rods 13 dia. 2 Rods lg di a.. 'o"o"o"o"o ATo" | >ro>ror~' o ' oAAoA>''V SBate Panel Point 5 € Panel Point 6 2 Angles 3'3’ lWebplate 53’ 1 Webplate 53 * I 2 Angles 3 * 3 * z oo 6 o o o o o 6 1 6 Pin 2Rodslidia. 2 Bods dia. 2Rodslsdia. 2Rodsl4dia 3“ Pin o o o o O O Id 6-5 3-6 .p: o o o o o o o o o;-&-(|jr prfc-p G o O 0.00 o o id'cr 5 ^ej o p o O 0 o o o Plate 15: Assumed Bonds RL.3Z33 lbs.pr.ft.sfBridge . L,.L.3nnn . B.L.3333 * * * ' S.C.HCQ 4DD FT THROUGH SPAN STRAIN SHEET Top Lateral System Bdttdm Lateral System Plilto 17: